CN111038586A - Overturn-preventing large bus with self-adaptive leveling four-wheel drive system - Google Patents
Overturn-preventing large bus with self-adaptive leveling four-wheel drive system Download PDFInfo
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- CN111038586A CN111038586A CN201911405660.7A CN201911405660A CN111038586A CN 111038586 A CN111038586 A CN 111038586A CN 201911405660 A CN201911405660 A CN 201911405660A CN 111038586 A CN111038586 A CN 111038586A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/13—Roll-over protection
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Abstract
The invention discloses an overturn-preventing large bus with an adaptive leveling four-wheel drive system, which comprises a chassis, an engine, a differential and a wheel train, power shaft and automobile body, install the chassis under the automobile body, install the engine on the chassis, differential mechanism, train and power shaft, the power of engine passes through differential mechanism and power shaft and transmits for the train, prevent toppling motorbus still includes universal joint, angle modulation subassembly and angle detection module, angle modulation unit mount is on the chassis, the train includes tire and tire axle, the tire axle supports through the angle modulation subassembly, the tire axle is toward outer connection tire, the angle modulation subassembly is used for changing the horizontal angle of tire axle, differential mechanism includes the output shaft that stretches out to both sides, universal joint connects tire axle and output shaft, the angle detection module sets up on the chassis, the angle detection module detects the transmission signal after the vehicle inclination and gives the angle modulation subassembly.
Description
Technical Field
The invention relates to the field of automobile structures, in particular to an anti-overturn large bus with an adaptive leveling four-wheel drive system.
Background
When the vehicle overturns, the vehicle turns sharply, generally speaking, a passenger car running at high speed does not make a steering wheel in emergency, however, in some emergency situations, such as car accidents or sudden presence of a person ahead, the passenger car turns at a large angle in order to avoid collision, the centrifugal force is large, the center of gravity of the passenger car is higher than that of the tires, and when the ground holding force is insufficient, one side of the tires are separated from the ground, so that the passenger car overturns, which is dangerous for the passengers in the passenger car.
There are also cases where the vehicle is in the form of a vehicle on a road surface having a long bulge, and when one tire passes over the bulge, the other three tires are still at a lower level, and the single tire lifted by the road surface slightly tilts the vehicle, and at this time, the tendency of overturning caused by some vibrations or cornering is amplified, and the probability of overturning increases.
In the prior art, no independent overturn-preventing structure is provided, and a certain overturn-preventing effect can be achieved by selecting a tire with a large width through safe design on vehicle body dimensions such as vehicle body design, wheel base design, theoretical center height design, center of gravity height during maximum load design and the like, but the operation performance of the vehicle under a rapid turning cannot be improved.
Disclosure of Invention
The invention aims to provide an overturn-preventing large bus with an adaptive leveling four-wheel drive system, which aims to solve the problems in the prior art.
In order to achieve the purpose, the invention provides the following technical scheme:
the utility model provides a prevent toppling motorbus with self-adaptation leveling four-wheel drive system, which comprises a base, the engine, differential mechanism, the train, power shaft and automobile body, install the chassis under the automobile body, install the engine on the chassis, differential mechanism, train and power shaft, the power of engine passes through differential mechanism and power shaft and transmits for the train, prevent toppling motorbus still includes universal joint, angle modulation subassembly and angle detection module, angle modulation unit mount is on the chassis, the train includes tire and tire axle, the tire axle supports through the angle modulation subassembly, the tire axle is outwards connected the tire, the angle modulation subassembly is used for changing the horizontal angle of tire axle, differential mechanism includes the output shaft that stretches out to both sides, universal joint connects tire axle and output shaft, the angle detection module sets up on the chassis, the angle detection module detects vehicle inclination after transmission signal gives the angle modulation subassembly.
According to the invention, the angle adjusting component is arranged on the chassis, the angle adjusting component can change the included angle between the tire and the ground in the driving process of the vehicle, so that the installation inclination angle of the tire is influenced, the cornering stiffness is changed, and the steering operation performance of a driver is improved. The angle adjustment of each wheel is independently carried out, so when the wheels on the left side and the right side are adjusted by different strokes, the heights of the left side and the right side are slightly different, and the tires are surely attached to the ground, so the vehicle body can slightly incline by a certain angle after the wheels are adjusted, the angle theta 1 of the left side wheel is changed, the angle theta 2 of the right side wheel is changed, and the angle theta 2 is larger than the angle theta 1, so the vertical axis of the whole passenger vehicle is not vertical to the ground, but deflects by the angle theta 3 to the right, and after the angle theta 3 is deflected to the right, the steering to the right can be better carried out, and the centrifugal force direction is leftward when the vehicle is steered to the right.
Further, the angle modulation subassembly includes the ball, the gland, the angle modulation post, a bearing, the chassis sets up the circular arc groove in the position department of installation angle modulation subassembly, the circular arc groove is an open-ended arc wall in both ends, the angle modulation post is a section of cylinder, the through-hole of its axis of perpendicular to is seted up to the angle modulation post side, the intermediate position sets up the bearing in the through-hole, tire axle passes and carries out rotation support through the bearing from angle modulation post side, the angle modulation post is placed in the circular arc inslot, pack the ball between circular arc inslot inner wall and the angle modulation post, the apron is installed to circular arc groove both sides, the apron restraint ball makes it be located the circular arc inslot, the tip of angle modulation post sets up dials the.
The angle adjusting component mainly has two functions, one is to provide a mounting position for a tire shaft, the other is to change the included angle between the axis of the tire shaft and the horizontal plane when needed, the tire shaft is mounted in the angle adjusting column through a bearing, the outer wall of the angle adjusting column is supported in an arc groove on a chassis through a ball, thereby completing the mounting and supporting of the tire shaft, when the angle of the tire shaft needs to be changed, the angle adjusting column is shifted by a shifting device from the end part of the angle adjusting column, thereby the axis of the tire shaft is changed, in order to place the bearing in the angle adjusting column, the angle adjusting column can be designed into a split combination mode, the tire shaft needs to pass through the chassis at the mounting position of the angle adjusting component, in order to place the ball during mounting, two sides of the ball mounting space are open, after the angle adjusting column is mounted in the chassis, the ball is plugged in the arc groove, after the plugging is finished, a gland is used for sealing, preventing the balls from falling out.
Further, the angle detection module includes angle sensor, balancing weight and rope, and on angle sensor was fixed in the chassis, angle sensor's measuring head hung the balancing weight through the rope, and angle sensor detects the rope offset and transmits for dialling the device.
The angle shifting amount of the shifting device for the angle-adjusting column directly influences the horizontal inclination angle of the tire shaft, so the inclination angle cannot be changed at will and can only be changed when a sharp turn occurs or a vehicle has a tendency to topple, otherwise, the tire is seriously abraded when the tire is not in vertical contact with the ground, namely, the change of the wheel inclination angle is not kept for a long time.
The angle detection module is used for detecting real-time vehicle slope, because the balancing weight suspends in midair on angle sensor through the rope, so can deflect fast during the turn, when the vehicle turns right, centrifugal force is left, the balancing weight is to the angle that the α is deflected to the left, according to centrifugal force size, the value of angle of deflection α also can change, angle sensor obtains angle of deflection α, provide original foundation for the inclination change quantity of tire, the system is overall everywhere information, allocate suitable each tire inclination size, guarantee the safe of vehicle and turn to.
Furthermore, the universal coupling comprises two couplings, each coupling comprises a first bevel gear, a second bevel gear, a third bevel gear, a middle shaft, a first connecting rod, a second connecting rod and a transmission shaft, the tire shaft and the output shaft are respectively connected with the first bevel gears of the two couplings, the back of the second bevel gear extends out of the transmission shaft, the axes of the first bevel gear and the second bevel gear are positioned on the same plane, the plane is perpendicular to the axis of the third bevel gear, the first bevel gear and the second bevel gear are respectively meshed with the third bevel gear, the third bevel gear extends out of the middle shaft from the back of the third bevel gear, the first connecting rod and the second connecting rod are both bending rods, one end of the first connecting rod is sleeved on the middle shaft, one end of the first connecting rod is sleeved on the tire shaft or the output shaft connected with the first bevel gear, one end of the second connecting rod is sleeved on the middle shaft, one end of the second connecting rod is sleeved on, the sliding sleeve joint is formed by connecting two transmission shafts in a nested manner and transmits, for example, the end of one transmission shaft is square, and the end of the other transmission shaft is a square hole.
The universal coupling connects the tire shaft and the output shaft across an angle. In a coupling, a first bevel gear and a second bevel gear take the responsibility of input and output, respectively, and a third bevel gear as an intermediate gear is engaged with the first bevel gear and the second bevel gear, respectively, so that the power is transmitted between the first bevel gear and the second bevel gear, the power on the output shaft is transmitted to the first bevel gear on the adjacent coupling, the first bevel gear transmits the power to the second bevel gear through the third bevel gear on the coupling to the transmission shaft of the coupling, and then the transmission shaft is connected with the transmission shaft on the other coupling in an embedded mode, so that the power is directly transmitted and then transmitted to the first bevel gear on the coupling connected with the tire shaft, thereby driving the tire shaft to rotate, and the first connecting rod and the second connecting rod are used for maintaining the position of the third bevel gear so as to be always meshed with the first bevel gear and the second bevel gear.
The gear serves as a universal coupling of a transmission part, the power transmission of the universal coupling is uniform in circumference, and the power transmitted by the traditional cross-shaped universal coupling fluctuates in circumference.
Furthermore, the overturn-preventing large bus further comprises clutches, the two groups of differentials are arranged and respectively used for conveying power to the front wheels and the rear wheels of the bus, the two differentials are connected through power shafts, and the clutches are arranged on the power shafts between the two differentials. The angle sensor is a spherical angle sensor.
The two groups of differentials are respectively connected with four wheel trains, namely the passenger car becomes a four-wheel drive type passenger car, in the invention, a traditional four-wheel drive structure is used on the four-wheel drive structure, not only can all four-wheel drive effects be inherited, but also the four wheels are respectively subjected to inclination angle adjustment, when a certain tire passes through a long-stroke convex road surface, the car body deflects to cause the swinging of an angle detection module, an angle sensor in the angle detection module is a spherical angle sensor, namely, the angle sensor can detect the conical angle offset and identify which tire runs on a convex, so that the inclination angle adjustment is independently carried out on the tire, the height of the tire is slightly raised, the car body is returned to a vertical position, and the overturning is prevented.
Furthermore, the turning device comprises a worm wheel, a worm and a servo motor, the worm wheel is fixedly connected to one side end face of the angle adjusting column, the axis of the worm wheel is overlapped with the axis of the angle adjusting column, the servo motor is fixed on the chassis, the worm is arranged on an output shaft of the servo motor, and the worm wheel are in meshing transmission. The dial device formed by the worm gear and the worm enables the dial device to have self-locking capacity, only the servo motor can obtain an instruction to rotate for one angle, and then the inclination angle of the tire is changed, but the stress on the shaft of the tire can not force the angle adjusting column to rotate.
Preferably, the tooth surfaces of the first bevel gear, the second bevel gear and the third bevel gear are all helical teeth. The bevel gear teeth are helical teeth, and are unfolded on the surface of the cylindrical gear to form helical teeth in the traditional meaning, and the helical teeth transfer load more uniformly.
Compared with the prior art, the invention has the beneficial effects that: according to the invention, a passenger car is changed into a four-wheel drive structure, and an independent angle modulation assembly is arranged at each tire axle, the angle modulation assembly changes the running inclination angle of the tire, and the deflection size (a certain tire or a certain side runs on a bulge) or the deflection trend (the overturning trend caused by a larger centrifugal force when the vehicle turns rapidly) of the vehicle body is obtained through the angle detection module on the chassis, so that the inclination angle of a specific tire is controlled, the landing height of the tire is changed, the vehicle body deflects to the original vertical position and even recovers, and the overturning is prevented; the gear is used as the universal transmission of the intermediate member, the torque transmission is very uniform, and the driving drift can not occur due to uneven power distribution of the differential caused by uneven stress.
Drawings
In order that the present invention may be more readily and clearly understood, a more particular description of the invention briefly described above will be rendered by reference to specific embodiments that are illustrated in the appended drawings.
FIG. 1 is a schematic top view of the present invention;
FIG. 2 is a schematic front view of the front wheel of the present invention;
FIG. 3 is a schematic view of a cutaway at the recliner assembly of the present invention;
FIG. 4 is a schematic perspective view of the recliner assembly of the present invention;
FIG. 5 is a schematic diagram of the angle modulation assembly and the gear train of the present invention;
FIG. 6 is a schematic view of the angle detection module according to the present invention;
FIG. 7 is a schematic front view of the universal connection between the tire axle and the output shaft according to the present invention;
fig. 8 is view a of fig. 7.
In the figure: 1-chassis, 11-arc groove, 2-engine, 3-differential, 31-output shaft, 4-universal coupling, 41-first bevel gear, 42-second bevel gear, 43-third bevel gear, 44-intermediate shaft, 45-first connecting rod, 46-second connecting rod, 47-transmission shaft, 48-sliding sleeve joint, 5-angle adjusting component, 51-ball, 52-gland, 53-angle adjusting column, 54-bearing, 55-rotating turbine, 6-gear train, 61-tire, 62-tire shaft, 7-power shaft, 8-clutch, 9-angle detecting module, 91-angle sensor, 92-counterweight block and 93-rope.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in figure 1, the overturn-preventing large bus with the self-adaptive leveling four-wheel drive system comprises a chassis 1, an engine 2, a differential mechanism 3, a wheel train 6, a power shaft 7 and a bus body, wherein the chassis 1 is installed below the bus body, the engine 2, the differential mechanism 3, the wheel train 6 and the power shaft 7 are installed on the chassis 1, the power of the engine 2 is transmitted to the wheel train 6 through the differential mechanism 3 and the power shaft 7, the overturn-preventing large bus further comprises a universal coupling 4, an angle adjusting assembly 5 and an angle detection module 9, the angle adjusting assembly 5 is installed on the chassis 1, the wheel train 6 comprises tires 61 and tire shafts 62, the tire shafts 62 are supported through the angle adjusting assembly 5, the tire shafts 62 are connected with the tires 61 outwards, the angle adjusting assembly 5 is used for changing the horizontal angle of the tire shafts 62, the differential mechanism 3 comprises output shafts 31 extending towards two sides, the universal coupling 4 is connected with the tire shafts 62 and the output shafts 31, the angle detection, the angle detection module 9 transmits a signal to the angle adjusting component 5 after detecting the inclination angle of the vehicle.
As shown in figures 2 and 5, the angle adjusting assembly 5 is arranged on the chassis 1, the angle adjusting assembly 5 can change the included angle between a tire 61 and the ground in the running process of a vehicle, so that the installation inclination angle of the tire is influenced, the cornering stiffness is changed, and the steering operation performance of a driver is improved. The angle adjustment of each wheel is independently performed, so when the wheels on the left side and the right side are adjusted by different strokes, the heights of the left side and the right side are slightly different, the tires 61 are surely attached to the ground, and therefore, the vehicle body can be slightly inclined by a certain angle after the wheels are adjusted, as shown in fig. 5, the left side wheel changes the angle theta 1, the right side wheel changes the angle theta 2, and theta 2 is larger than theta 1, so that the vertical axis of the whole passenger vehicle is not perpendicular to the ground any more, but deviates to the right by the angle theta 3, and after the angle is deviated to the right by the angle theta 3, the vehicle can better turn to the right, and because the centrifugal force direction is to the left when the vehicle turns to the right.
As shown in fig. 3 and 4, the recliner assembly 5 includes a ball 51, a gland 52, a recliner column 53, and a bearing 54, the chassis 1 is provided with an arc groove 11 at a position where the recliner assembly 5 is installed, the arc groove 11 is an arc groove with openings at both ends, the recliner column 53 is a segment of cylinder, a through hole perpendicular to the axis of the recliner column 53 is formed in the side surface of the recliner column 53, the bearing 54 is arranged in the middle position in the through hole, a tire shaft 62 passes through the side surface of the recliner column 53 and is rotatably supported by the bearing 54, the recliner column 53 is placed in the arc groove 11, the ball 51 is filled between the inner wall of the arc groove 11 and the recliner column 53, cover plates 52 are installed at both sides of the arc groove 11, the cover plates 52 restrain the ball 51 to be located in the arc groove 11, and a turning device is arranged.
The angle adjusting component 5 mainly has two functions, one is to provide a mounting position for the tire shaft 62, the other is to change the included angle between the axis of the tire shaft 62 and the horizontal plane when needed, as shown in fig. 3, the tire shaft 62 is mounted in the angle adjusting column 53 through a bearing, the outer wall of the angle adjusting column 52 is supported in an arc groove 11 on the chassis 1 through a ball 51, thereby completing the mounting and supporting of the tire shaft 62, when the angle of the tire shaft 62 needs to be changed, the angle adjusting column 53 is shifted to an angle by using a shifting device from the end part of the angle adjusting column 53, as shown in fig. 4, the angle adjusting column 53 is shifted to a certain angle within the angle theta range, thereby the axis of the tire shaft 62 is changed, in fig. 4, two sheet-shaped arcs are used for replacing the ball 51, a complete circular sheet is used for replacing the bearing 54, in order to place the bearing 54 into the angle adjusting column 53, the angle adjusting column 53 can be designed into a split combination mode, the tire shaft 62 needs to pass through the chassis 1 at the installation position of the recliner component 5, in addition, the balls 51 are placed in the installation position, two sides of the installation space of the balls 51 are opened, the recliner column 53 is installed in the chassis 1, the balls 51 are plugged into the arc groove 11, and after the plugging is finished, the gland 52 is used for sealing to prevent the balls 51 from falling out.
As shown in fig. 5 and 6, the angle detection module 9 includes an angle sensor 91, a weight 92 and a rope 93, the angle sensor 91 is fixed on the chassis 1, a measuring head of the angle sensor 91 hangs the weight 92 through the rope 93, and the angle sensor 91 detects the amount of deviation of the rope and transmits the amount of deviation to the turning device.
The amount of angular displacement of the angular adjustment column 53 by the displacement device directly affects the horizontal inclination of the tire axle 62, so that this inclination cannot be changed at will, and can only be done when a sharp turn occurs or the vehicle has a tendency to topple over, otherwise the tire would be worn severely when not in vertical contact with the ground, i.e. the change in the wheel inclination should not be maintained for a long time.
The angle detection module 9 is used for detecting real-time vehicle inclination, because the counter weight 92 is suspended on the angle sensor 91 through the rope 93, so can deflect fast when turning, as shown in fig. 5, when the vehicle turns right, the centrifugal force is to the left, the counter weight 92 deflects α to the left, according to the centrifugal force, the value of the deflection angle α also can change, the angle sensor 91 obtains the deflection angle α, provide the original basis for the inclination angle change quantity of the tire 61, the system plans all information, allocates the proper inclination angle of each tire 61, the safe turning of the vehicle is ensured, the angle detection module 9 should have a certain action threshold, and the frequent change of the inclination angle of the tire caused by vibration is prevented.
As shown in fig. 7 and 8, the universal coupling 4 includes two couplings, each of which includes a first bevel gear 41, a second bevel gear 42, a third bevel gear 43, an intermediate shaft 44, a first link 45, a second link 46 and a transmission shaft 47, the tire shaft 62 and the output shaft 31 are respectively connected with the first bevel gear 41 of the two couplings, the transmission shaft 47 extends from the back of the second bevel gear 42, the axes of the first bevel gear 41 and the second bevel gear 42 are located on the same plane, the plane is perpendicular to the axis of the third bevel gear 43, the first bevel gear 41 and the second bevel gear 42 are respectively engaged with the third bevel gear 43, the intermediate shaft 44 extends from the back of the third bevel gear 43, the first link 45 and the second link 46 are both bending links, one end of the first link 45 is sleeved on the intermediate shaft 44, one end of the first link is sleeved on the tire shaft 62 or the output shaft 31 connected with the first bevel gear 41, one end of the second link 46 is sleeved on the intermediate shaft 44, One end of each transmission shaft 47 is sleeved on the corresponding transmission shaft 47, sliding sleeve joints 48 are arranged at the adjacent ends of the two transmission shafts 47 in the same universal coupling 4, the sliding sleeve joints 48 are formed by connecting the two transmission shafts 47 in a nested manner and perform transmission, for example, the end of one transmission shaft 47 is square, and the end of the other transmission shaft 47 is a square hole.
The universal joint 4 connects the tire shaft 62 and the output shaft 31 across an angle. In one coupling, the first bevel gear 41 and the second bevel gear 42 respectively take the responsibility of input and output, and the third bevel gear 43 as an intermediate gear is respectively engaged with the first bevel gear 41 and the second bevel gear 42, so as to transmit power between the first bevel gear 41 and the second bevel gear 42, as shown in fig. 7, the power on the output shaft 31 is transmitted to the first bevel gear 41 on the adjacent coupling, the first bevel gear 41 transmits power to the second bevel gear via the third bevel gear 43 on the coupling, and reaches the transmission shaft 47 of the coupling, then the transmission shaft 47 is in nested connection with the transmission shaft 47 on the other coupling, so that the power is transmitted directly, then the power is transmitted to the first bevel gear 41 on the coupling connected with the tire shaft 62, so as to drive the tire shaft 62 to rotate, the first link 45 and the second link 46 are used for maintaining the position of the third bevel gear 43, so that it is always engaged with the first bevel gear 41 and the second bevel gear 42.
The universal coupling 4 with the gear as the transmission component has the advantage that the power transmission is uniform in circumference, while the power transmission of the traditional cross-shaped universal coupling fluctuates in circumference.
As shown in fig. 1, the overturn-preventing large bus further comprises clutches 8, two groups of differentials 3 are arranged and respectively used for conveying power to front wheels and rear wheels of the bus, the two differentials 3 are connected through power shafts 7, and the clutches 8 are arranged on the power shafts 7 between the two differentials 3. The angle sensor 91 is a spherical angle sensor.
The two groups of differentials 3 are respectively connected with four wheel trains 6, namely the passenger car becomes a four-wheel drive type passenger car, in the invention, a traditional four-wheel drive structure is used on the four-wheel drive structure, not only can all four-wheel drive effects be inherited, but also the four wheels are respectively subjected to inclination angle adjustment, when a certain tire passes through a long-stroke convex road surface, the car body deflects to cause the swing of the angle detection module 9, the angle sensor 91 in the angle detection module 9 is a spherical angle sensor, namely, the angle sensor can detect the conical angle offset, and identify which tire runs on the convex, so that the inclination angle adjustment is independently carried out on the tire, the height of the tire is slightly raised, the car body is returned to a vertical position, and the overturning is prevented.
The turning device comprises a worm wheel, a worm and a servo motor, the worm wheel is fixedly connected to one side end face of the angle adjusting column 53, the axis of the worm wheel is overlapped with the axis of the angle adjusting column 53, the servo motor is fixed on the chassis 1, the worm is arranged on an output shaft of the servo motor, and the worm wheel are in meshing transmission. The dial device formed by the worm gear enables the dial device to have self-locking capacity, only the servo motor can obtain an instruction to rotate for an angle, and then the inclination angle of the tire is changed, but the stress on the tire shaft can not force the angle adjusting column 53 to rotate.
The tooth surfaces of the first bevel gear 41, the second bevel gear 42, and the third bevel gear 43 are all helical teeth. The bevel gear teeth are helical teeth, and are unfolded on the surface of the cylindrical gear to form helical teeth in the traditional meaning, and the helical teeth transfer load more uniformly.
The main operation process of the invention is as follows: the passenger train normally travels, when sudden situation needs sharp turning, because this inertial force of centrifugal force, balancing weight 92 deflects, angle sensor 91 discerns deflection direction and angle size, and then judge the centrifugal force size that the passenger train received, the device that dials in angle modulation subassembly 5 obtains the signal, stir angle modulation post 53 and rotate an angle, angle modulation post 53's rotation makes tire axle 62 and horizontal plane become an contained angle, this angle is the inclination of tire 61 with this hub connection, tire 61 takes the burden inclination after, even the whole slight deflection that takes place of automobile body, the one side that leans on the automobile body of this tire 61 also is tightly laminated on ground, can not take place the condition that ground breaks away from, thereby prevent the side tumbling and take place.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.
Claims (8)
1. The utility model provides a prevent toppling motorbus with self-adaptation leveling four-wheel drive system, includes chassis (1), engine (2), differential mechanism (3), train (6), power shaft (7) and automobile body, installs chassis (1) under the automobile body, installs engine (2), differential mechanism (3), train (6) and power shaft (7) on chassis (1), and the power of engine (2) is passed through differential mechanism (3) and power shaft (7) and is transmitted for train (6), its characterized in that: prevent toppling motorbus still includes universal joint (4), angle modulation subassembly (5) and angle detection module (9), install on chassis (1) angle modulation subassembly (5), train (6) are including tire (61) and tire axle (62), tire axle (62) support through angle modulation subassembly (5), and tire axle (62) toward outer connection tire (61), angle modulation subassembly (5) are used for changing the horizontal angle of tire axle (62), differential mechanism (3) are including output shaft (31) to stretching out to both sides, universal joint (4) connection tire axle (62) and output shaft (31), angle detection module (9) set up on chassis (1), and transmission signal gives angle modulation subassembly (5) after angle detection module (9) detect vehicle inclination.
2. The overturn-preventing large passenger car with the adaptive leveling four-wheel drive system as claimed in claim 1, wherein: the angle adjusting component (5) comprises a ball (51), a gland (52), an angle adjusting column (53) and a bearing (54), wherein the chassis (1) is provided with an arc groove (11) at the position for mounting the angle adjusting component (5), the arc groove (11) is an arc groove with two open ends, the angle adjusting column (53) is a section of cylinder, the side surface of the angle adjusting column (53) is provided with a through hole vertical to the axis of the angle adjusting column, the bearing (54) is arranged at the middle position in the through hole, the tire shaft (62) penetrates through the side surface of the angle adjusting column (53) and is rotatably supported by the bearing (54), the angle adjusting column (53) is placed in the arc groove (11), the ball (51) is filled between the inner wall of the arc groove (11) and the angle adjusting column (53), cover plates (52) are mounted at two sides of the arc groove (11), and the ball (51) is restrained by the cover plates (52) to be positioned in the arc groove, and a dial-rotating device is arranged at the end part of the angle adjusting column (53).
3. The overturn-preventing large passenger car with the adaptive leveling four-wheel drive system as claimed in claim 2, wherein: angle detection module (9) include angle sensor (91), balancing weight (92) and rope (93), on angle sensor (91) was fixed in chassis (1), the measuring head of angle sensor (91) hung balancing weight (92) through rope (93), and angle sensor (91) detected the rope offset and transmitted for the device of dialling.
4. The overturn-preventing large passenger car with the adaptive leveling four-wheel drive system as claimed in claim 1, wherein: the universal coupling (4) comprises two couplings, each coupling comprises a first bevel gear (41), a second bevel gear (42), a third bevel gear (43), an intermediate shaft (44), a first connecting rod (45), a second connecting rod (46) and a transmission shaft (47), the tire shaft (62) and the output shaft (31) are respectively connected with the first bevel gears (41) of the two couplings, the transmission shaft (47) extends out of the back surface of the second bevel gear (42), the axes of the first bevel gear (41) and the second bevel gear (42) are positioned on the same plane, the plane is perpendicular to the axis of the third bevel gear (43), the first bevel gear (41) and the second bevel gear (42) are respectively meshed with the third bevel gear (43), the intermediate shaft (44) extends out of the back surface of the third bevel gear (43), and the first connecting rod (45) and the second connecting rod (46) are both bending rods, one end of the first connecting rod (45) is sleeved on the intermediate shaft (44), one end of the first connecting rod is sleeved on the tire shaft (62) or the output shaft (31) connected with the first bevel gear (41), one end of the second connecting rod (46) is sleeved on the intermediate shaft (44), one end of the second connecting rod is sleeved on the transmission shaft (47), and the adjacent ends of the two transmission shafts (47) in the same universal coupling (4) are provided with sliding sleeve joints (48).
5. The overturn-preventing large passenger car with the adaptive leveling four-wheel drive system as claimed in claim 1, wherein: the overturn-preventing large bus further comprises a clutch (8), the differentials (3) are arranged in two groups and respectively used for conveying power for front wheels and rear wheels of the bus, the two differentials (3) are connected through power shafts (7), and the clutch (8) is arranged on the power shaft (7) between the two differentials (3).
6. The overturn-preventing large passenger car with the adaptive leveling four-wheel drive system as claimed in claim 3, wherein: the angle sensor (91) is a spherical angle sensor.
7. The overturn-preventing large passenger car with the adaptive leveling four-wheel drive system as claimed in claim 2, wherein: the turning device comprises a turbine, a worm and a servo motor, the turbine is fixedly connected to one side end face of the angle adjusting column (53), the axis of the turbine coincides with the axis of the angle adjusting column (53), the servo motor is fixed to the chassis (1), the worm is arranged on an output shaft of the servo motor, and the worm is in meshing transmission with the turbine.
8. The overturn-preventing large passenger car with the adaptive leveling four-wheel drive system as claimed in claim 4, wherein: the tooth surfaces of the first bevel gear (41), the second bevel gear (42) and the third bevel gear (43) are all spiral teeth.
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| CN201911405660.7A CN111038586A (en) | 2019-12-31 | 2019-12-31 | Overturn-preventing large bus with self-adaptive leveling four-wheel drive system |
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| CN201911405660.7A CN111038586A (en) | 2019-12-31 | 2019-12-31 | Overturn-preventing large bus with self-adaptive leveling four-wheel drive system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112807589A (en) * | 2021-01-14 | 2021-05-18 | 扬州五环龙电动车有限公司 | Intelligent control fire-fighting robot |
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Application publication date: 20200421 |